WO2015053172A1 - エンジン - Google Patents
エンジン Download PDFInfo
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- WO2015053172A1 WO2015053172A1 PCT/JP2014/076503 JP2014076503W WO2015053172A1 WO 2015053172 A1 WO2015053172 A1 WO 2015053172A1 JP 2014076503 W JP2014076503 W JP 2014076503W WO 2015053172 A1 WO2015053172 A1 WO 2015053172A1
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- intake
- exhaust pressure
- egr
- pressure ratio
- exhaust
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
- F02D41/0052—Feedback control of engine parameters, e.g. for control of air/fuel ratio or intake air amount
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/006—Controlling exhaust gas recirculation [EGR] using internal EGR
- F02D41/0062—Estimating, calculating or determining the internal EGR rate, amount or flow
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/0065—Specific aspects of external EGR control
- F02D41/0072—Estimating, calculating or determining the EGR rate, amount or flow
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/0077—Control of the EGR valve or actuator, e.g. duty cycle, closed loop control of position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1448—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an exhaust gas pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1448—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an exhaust gas pressure
- F02D41/145—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an exhaust gas pressure with determination means using an estimation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/45—Sensors specially adapted for EGR systems
- F02M26/46—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition
- F02M26/47—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition the characteristics being temperatures, pressures or flow rates
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/45—Sensors specially adapted for EGR systems
- F02M26/48—EGR valve position sensors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/52—Systems for actuating EGR valves
- F02M26/53—Systems for actuating EGR valves using electric actuators, e.g. solenoids
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0406—Intake manifold pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0406—Intake manifold pressure
- F02D2200/0408—Estimation of intake manifold pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0614—Actual fuel mass or fuel injection amount
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/34—Control of exhaust back pressure, e.g. for turbocharged engines
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to an engine. Specifically, the present invention relates to an engine that recirculates a part of exhaust gas to intake air.
- an engine provided with an EGR device exhaust gas recirculation system that recirculates a part of exhaust gas to intake air
- the exhaust gas with low oxygen concentration (EGR gas) is recirculated to the intake air by the EGR device to lower the combustion temperature and suppress the generation of nitrogen oxides.
- the EGR gas weight (target EGR gas flow rate) to be recirculated to the intake air is the difference between the intake pressure and the exhaust pressure (intake / exhaust differential pressure), and the opening degree of the EGR valve that adjusts the EGR gas weight (EGR valve opening degree). Based on the target flow rate map. For example, as described in Patent Document 1.
- the EGR gas weight is calculated from a single target flow rate map. That is, the EGR gas weight is uniquely calculated from the intake / exhaust differential pressure and the EGR valve opening. However, the calculated EGR gas weight is more affected by fluctuations in the pressure ratio as the pressure ratio of the intake pressure to the exhaust pressure (intake and exhaust pressure ratio) approaches 1. Further, the operating state of the engine is not uniquely determined from the intake / exhaust differential pressure and the EGR valve opening. That is, the EGR gas weight is calculated as the same EGR gas weight if the intake / exhaust differential pressure and the EGR valve opening are equal even if the engine operating state is different. Therefore, there is a possibility that the calculation error of the EGR gas weight of the engine increases due to the influence of the intake / exhaust pressure ratio and the influence of the operating state error of the engine assumed from the intake / exhaust differential pressure and the EGR valve opening.
- the present invention has been made in view of the above situation, and an object of the present invention is to provide an engine capable of suppressing an EGR gas weight calculation error based on an operating state.
- an engine having an EGR device that recirculates a part of the exhaust gas as EGR gas to the intake air, and the actual intake / exhaust pressure ratio of the intake pressure to the exhaust pressure from the detected exhaust pressure and the detected intake pressure.
- the estimated intake / exhaust pressure ratio of the intake pressure to the exhaust pressure is calculated from the engine speed and the fuel injection amount. If the actual intake / exhaust pressure ratio is less than a predetermined value, the EGR gas is calculated based on the actual intake / exhaust pressure ratio. When the weight is calculated and the actual intake / exhaust pressure ratio is equal to or greater than a predetermined value, the EGR gas weight is calculated based on the estimated intake / exhaust pressure ratio.
- a plurality of effective passage cross-sectional area maps for calculating the effective passage area of the EGR device from the opening degree of the EGR valve that restricts the flow rate of EGR gas and the differential pressure between the exhaust pressure and the intake pressure are provided.
- the EGR gas weight is calculated from the effective passage sectional area map selected based on the engine speed and the fuel injection amount.
- the present invention includes a plurality of effective passage cross-sectional area maps for calculating the effective passage area of the EGR device from the opening degree of the EGR valve that limits the weight of the EGR gas and the differential pressure between the exhaust pressure and the intake pressure.
- the EGR gas weight is calculated from the effective passage cross-sectional area map selected based on the actual intake / exhaust pressure ratio and the exhaust pressure, and estimated when the intake / exhaust pressure ratio is greater than the predetermined value.
- the EGR gas weight is calculated from the effective passage sectional area map selected based on the intake / exhaust pressure ratio and the exhaust pressure.
- the EGR gas weight in calculating the EGR gas weight, is stably calculated in an operating state in which the influence of the pressure ratio of the intake pressure to the exhaust pressure becomes large. Thereby, the calculation error of the EGR gas weight can be suppressed based on the operating state.
- an effective passage sectional area map corresponding to the operating state of the engine is selected from a plurality of effective passage sectional area maps.
- an effective passage sectional area map corresponding to the operating state of the engine is selected from a plurality of effective passage sectional area maps in consideration of the influence of the pressure ratio of the intake pressure to the exhaust pressure.
- the engine 1 is a diesel engine 1, and in this embodiment, is an in-line four-cylinder engine 1 having four cylinders 3, 3, 3, and 3.
- the engine 1 supplies the intake air supplied to the inside of the cylinder 3 via the intake pipe 2 and the fuel supplied to the inside of the cylinder 3 from the fuel injection valves 4, 4, 4, 4.
- the output shaft is rotationally driven by mixing and burning in the interior of 3.
- the engine 1 discharges exhaust generated by fuel combustion to the outside through an exhaust pipe 5.
- the engine 1 includes an engine speed detection sensor 6, a fuel injection valve injection amount detection sensor 7, an EGR device 8, and an ECU 15 that is a control device.
- the engine rotation speed detection sensor 6 detects the rotation speed N which is the engine rotation speed of the engine 1.
- the engine speed detection sensor 6 includes a sensor and a pulser, and is provided on the output shaft of the engine 1.
- the engine speed detection sensor 6 is composed of a sensor and a pulsar, but any sensor that can detect the speed N may be used.
- the injection amount detection sensor 7 detects an injection amount F that is a fuel injection amount from the fuel injection valve 4.
- the injection amount detection sensor 7 is provided in the middle of a fuel supply pipe (not shown).
- the injection amount detection sensor 7 is composed of a flow rate sensor.
- the injection amount detection sensor 7 is constituted by a flow rate sensor.
- the present invention is not limited to this, and any device that can detect the fuel injection amount F may be used.
- the EGR device 8 returns a part of the exhaust gas to the intake air.
- the EGR device 8 includes an EGR pipe 9, an EGR valve 10, an intake pressure detection sensor 11, an exhaust pressure detection sensor 12, an EGR gas temperature detection sensor 13, an opening degree detection sensor 14, and an ECU 15 that is an EGR control unit.
- the EGR pipe 9 is a pipe for guiding the exhaust to the intake pipe 2.
- the EGR pipe 9 is provided so as to communicate the intake pipe 2 and the exhaust pipe 5. Thereby, a part of the exhaust gas passing through the exhaust pipe 5 is guided to the intake pipe 2 through the EGR pipe 9. That is, a part of the exhaust gas is configured to be recirculated to the intake air as EGR gas (hereinafter simply referred to as “EGR gas”).
- EGR gas EGR gas
- the EGR valve 10 limits the flow rate of the EGR gas that passes through the EGR pipe 9.
- the EGR valve 10 is composed of a normally closed type electromagnetic flow control valve.
- the EGR valve 10 is provided in the middle of the EGR pipe 9.
- the EGR valve 10 can change the opening degree of the EGR valve 10 by acquiring a signal from the ECU 15 described later.
- the EGR valve 10 is composed of a normally closed electromagnetic flow control valve, but any EGR gas flow rate can be used.
- the intake pressure detection sensor 11 constituting the differential pressure detecting means detects the intake pressure P1.
- the intake pressure detection sensor 11 is disposed in the middle of the intake pipe 2 that can detect the intake pressure P1.
- the exhaust pressure detection sensor 12 constituting the differential pressure detecting means detects the exhaust pressure P2.
- the exhaust pressure detection sensor 12 is disposed in the middle of the exhaust pipe 5 that can detect the exhaust pressure P2.
- the EGR gas temperature detection sensor 13 detects the EGR gas temperature Tegr.
- the EGR gas temperature detection sensor 13 is composed of a thermocouple.
- the EGR gas temperature detection sensor 13 is disposed in the middle of the EGR pipe 9 where the EGR gas temperature Tegr can be detected.
- the EGR gas temperature detection sensor 13 is composed of a thermocouple, but any sensor that can detect the EGR gas temperature Tegr may be used.
- the opening detection sensor 14 detects the EGR valve opening G.
- the opening degree detection sensor 14 includes a position detection sensor.
- the opening degree detection sensor 14 is provided in the EGR valve 10.
- the opening degree detection sensor 14 is composed of a position detection sensor. However, any sensor that can detect the EGR valve opening degree G may be used.
- the ECU 15 controls the engine 1. Specifically, the engine 1 body and the EGR device 8 are controlled.
- the ECU 15 stores various programs and data for controlling the engine 1.
- the ECU 15 may be configured such that a CPU, a ROM, a RAM, an HDD, and the like are connected by a bus, or may be configured by a one-chip LSI or the like.
- the ECU 15 is connected to the fuel injection valves 4, 4, 4, 4 and can control the fuel injection valves 4, 4, 4, 4.
- the ECU 15 is connected to the engine speed detection sensor 6 and can acquire the speed N detected by the engine speed detection sensor 6.
- ECU15 is connected to the injection quantity detection sensor 7, and can acquire the injection quantity F which the injection quantity detection sensor 7 detects.
- the ECU 15 is connected to the EGR valve 10 and can control the opening and closing of the EGR valve 10.
- the ECU 15 is connected to an intake pressure detection sensor 11 and an exhaust pressure detection sensor 12, which are differential pressure detection means, and acquires an intake pressure P1 detected by the intake pressure detection sensor 11 and an exhaust pressure P2 detected by the exhaust pressure detection sensor 12.
- Calculating an EGR differential pressure ⁇ P which is a differential pressure between the detected exhaust pressure P2 and the detected intake pressure P1, and an actual intake / exhaust pressure ratio ⁇ 1 which is an actual pressure ratio of the detected intake pressure P1 to the detected exhaust pressure P2.
- the ECU 15 is connected to the EGR gas temperature detection sensor 13 and can acquire the EGR gas temperature Tegr detected by the EGR gas temperature detection sensor 13.
- the ECU 15 is connected to the opening degree detection sensor 14 and can acquire the EGR valve opening degree G detected by the opening degree detection sensor 14.
- the ECU 15 stores an estimated intake / exhaust pressure ratio map Mw for calculating an estimated intake / exhaust pressure ratio ⁇ 2 that is a pressure ratio of the intake pressure P1 to the exhaust pressure P2 based on the rotational speed N and the injection amount F. Further, the ECU 15 stores a predetermined value ⁇ 0, which is a threshold value of the intake / exhaust pressure ratio ⁇ , which is excessively affected by fluctuations in the intake / exhaust pressure ratio ⁇ when calculating the EGR gas weight Megr.
- the ECU 15 includes an effective passage sectional area map M1, M2,... Mn (in this embodiment, for calculating an effective passage sectional area Ared of the EGR device 8 based on the EGR valve opening G and the EGR differential pressure ⁇ P.
- the effective passage sectional area map M1, M2, M3, M4) is stored. Further, the ECU 15 stores a selection map My for selecting one of the effective passage sectional area maps M1, M2, M3, and M4 based on the rotational speed N and the injection amount F.
- the ECU 15 can calculate the estimated intake / exhaust pressure ratio ⁇ 2 from the estimated intake / exhaust pressure ratio map Mw based on the acquired rotation speed N and injection amount F. Similarly, the ECU 15 can select one effective passage sectional area map Mx from the selection map My based on the acquired rotation speed N and injection amount F. The effective passage sectional area Ared can be calculated from one effective passage sectional area map Mx selected based on the intake pressure P1, the exhaust pressure P2, the EGR gas temperature Tegr, and the EGR valve opening G.
- the ECU 15 calculates the EGR differential pressure ⁇ P shown in the following equation 1 based on the acquired intake pressure P1 and exhaust pressure P2, and the intake / exhaust pressure ratio ⁇ (actual intake / exhaust pressure ratio ⁇ 1 or estimated intake / exhaust pressure) shown in the following equation 2.
- the exhaust gas pressure ratio ⁇ 2) is calculated.
- the ECU 15 calculates the estimated intake / exhaust pressure ratio ⁇ 2 from the estimated intake / exhaust pressure ratio map Mw based on the acquired rotation speed N and injection amount F.
- the Ared coefficient As shown in FIG. 2, it is calculated from exhaust pressure P2, EGR gas temperature Tegr, intake / exhaust pressure ratio ⁇ (actual intake / exhaust pressure ratio ⁇ 1 or estimated intake / exhaust pressure ratio ⁇ 2), constant exhaust specific heat ⁇ , and gas constant R.
- the Ared coefficient decreases as the intake / exhaust pressure ratio ⁇ approaches 1 and becomes 0 when the intake / exhaust pressure ratio ⁇ is 1. At this time, the Ared coefficient decreases rapidly as the intake / exhaust pressure ratio ⁇ approaches 1. That is, the Ared coefficient calculated from the actual intake / exhaust pressure ratio ⁇ 1 greatly fluctuates due to a minute measurement error between the detected intake pressure P1 and the detected exhaust pressure P2.
- the ECU 15 uses the predetermined value ⁇ 0, which is the intake / exhaust pressure ratio ⁇ at which the Ared coefficient decreases rapidly, as a threshold value, and the actual value when the actual intake / exhaust pressure ratio ⁇ 1 is smaller than the predetermined value ⁇ 0.
- the intake / exhaust pressure ratio ⁇ 1 is selected.
- the estimated intake / exhaust pressure ratio ⁇ 2 calculated from the estimated intake / exhaust pressure ratio map Mw is selected to suppress a rapid decrease in the Ared coefficient.
- the effective passage cross-sectional area Are is different depending on the operating state (the rotational speed N and the injection amount F) of the engine 1 even if the EGR differential pressure ⁇ P and the EGR valve opening G are the same. Therefore, as shown in FIG. 5, the ECU 15 selects the effective passage cross-sectional area map Mx from the selection map My based on the acquired rotation speed N and injection amount F. Further, as shown in FIG. 6, the ECU 15 calculates an effective passage sectional area Ared from the effective passage sectional area map Mx selected based on the calculated EGR differential pressure ⁇ P and the acquired EGR valve opening degree G.
- the ECU 15 calculates an Ared coefficient from the acquired exhaust pressure P2, EGR gas temperature Tegr, intake / exhaust pressure ratio ⁇ , constant exhaust specific heat ⁇ , and gas constant R (see Expression 3). Finally, the ECU 15 calculates the EGR gas weight Megr shown in the following equation 3 from the calculated Ared coefficient and the effective passage sectional area Ared.
- step S110 the ECU 15 detects the engine speed N detected by the engine speed detection sensor 6, the injection amount F detected by the injection amount detection sensor 7, and the EGR valve opening detected by the opening detection sensor 14. Degree G, intake pressure P1 detected by the intake pressure detection sensor 11, exhaust pressure P2 detected by the exhaust pressure detection sensor 12, and EGR gas temperature Tegr detected by the EGR gas temperature detection sensor 13 are acquired, and the process proceeds to step S120. Let
- step S120 the ECU 15 calculates the EGR differential pressure ⁇ P and the actual intake / exhaust pressure ratio ⁇ 1 from the acquired intake pressure P1 and exhaust pressure P2, and shifts the step to step S130.
- step S130 the ECU 15 calculates the estimated intake / exhaust pressure ratio ⁇ 2 from the estimated intake / exhaust pressure ratio map Mw based on the acquired rotation speed N and injection amount F, and the process proceeds to step S140.
- step S140 the ECU 15 determines whether or not the actual intake / exhaust pressure ratio ⁇ 1 is smaller than a predetermined value ⁇ 0. As a result, when it is determined that the actual intake / exhaust pressure ratio ⁇ 1 is smaller than the predetermined value ⁇ 0 (less than ⁇ 0), the ECU 15 shifts the step to step S150. On the other hand, when it is determined that the actual intake / exhaust pressure ratio ⁇ 1 is not smaller than the predetermined value ⁇ 0 ( ⁇ 0 or more), the ECU 15 shifts the step to step S250.
- step S150 the ECU 15 selects the actual intake / exhaust pressure ratio ⁇ 1 from the actual intake / exhaust pressure ratio ⁇ 1 and the estimated intake / exhaust pressure ratio ⁇ 2, and the process proceeds to step S160.
- step S160 the ECU 15 selects one effective passage cross-sectional area map Mx from the selection map My based on the acquired rotation speed N and injection amount F, and the process proceeds to step S170.
- step S170 the ECU 15 calculates an effective passage sectional area Ared from the effective passage sectional area map Mx based on the calculated EGR differential pressure ⁇ P and the acquired EGR valve opening G, and the process proceeds to step S180.
- step S180 the ECU 15 acquires the acquired intake pressure P1, EGR gas temperature Tegr, selected actual intake / exhaust pressure ratio ⁇ 1 or estimated intake / exhaust pressure ratio ⁇ 2, effective passage cross-sectional area Ared, exhaust specific heat ⁇ , which is a constant, and gas constant R.
- the EGR gas weight Megr is calculated from the ECU 15, and the ECU 15 proceeds to step S110.
- step S250 the ECU 15 selects the estimated intake / exhaust pressure ratio ⁇ 2 from the actual intake / exhaust pressure ratio ⁇ 1 and the estimated intake / exhaust pressure ratio ⁇ 2, and the process proceeds to step S160.
- the ECU 15 Based on the injection amount F, an estimated intake / exhaust pressure ratio ⁇ 2 calculated from the estimated intake / exhaust pressure ratio map Mw is selected. Further, the ECU 15 selects an optimum effective passage sectional area map Mx based on the rotational speed N and the injection amount F.
- the engine 1 stably calculates the EGR gas weight Megr in an operating state where the influence of the pressure ratio of the intake pressure P1 to the exhaust pressure P2 becomes large. Thereby, the calculation error of the EGR gas weight Megr can be suppressed based on the operating state of the engine 1.
- the engine 1 selects an effective passage sectional area map corresponding to the operating state of the engine 1 from a plurality of effective passage sectional area maps M1, M2,. Thereby, the calculation error of the EGR gas weight Megr can be suppressed based on the operating state of the engine 1. Furthermore, the generation of nitrogen oxides by the EGR device 8 is suppressed.
- the ECU 15 calculates the effective passage cross-sectional area Ared of the EGR device 8 based on the exhaust pressure P2 and the intake / exhaust pressure ratio ⁇ (actual intake / exhaust pressure ratio ⁇ 1 or estimated intake / exhaust pressure ratio ⁇ 2). It is possible to select one effective passage sectional area map Mx from the effective passage sectional area maps M1, M2,... Mn (effective passage sectional area maps M1, M2, M3, and M4 in this embodiment). is there.
- the ECU 15 selects an effective passage sectional area map Mx suitable for calculating the effective passage sectional area Ared of the EGR device 8 based on the acquired exhaust pressure P2 and the calculated intake / exhaust pressure ratio ⁇ . To do. Specifically, the ECU 15 selects the effective passage sectional area map M4 when the intake / exhaust pressure ratio ⁇ is larger than the predetermined value X and the exhaust pressure P2 is larger than the predetermined value Y (region D in FIG. 8). Further, when the intake / exhaust pressure ratio ⁇ is larger than the predetermined value X and the exhaust pressure P2 is equal to or smaller than the predetermined value Y (region C in FIG. 8), the ECU 15 selects the effective passage sectional area map M3.
- the ECU 15 selects the effective passage sectional area map M2. Further, when the intake / exhaust pressure ratio ⁇ is equal to or smaller than the predetermined value X and the exhaust pressure P2 is equal to or smaller than the predetermined value Y (region A in FIG. 8), the ECU 15 selects the effective passage sectional area map M1.
- step S110 to step S150 the ECU 15 performs the same control as the above-described control.
- step S300 the ECU 15 starts the effective path end area map selection process A and shifts the step to step 310 (see FIG. 10).
- step S310 the ECU 15 determines whether the intake / exhaust pressure ratio ⁇ (actual intake / exhaust pressure ratio ⁇ 1 or estimated intake / exhaust pressure ratio ⁇ 2) is greater than a predetermined value X. As a result, when it is determined that the intake / exhaust pressure ratio ⁇ is larger than the predetermined value X, the ECU 15 shifts the step to step S320. On the other hand, when it is determined that the intake / exhaust pressure ratio ⁇ is not greater than the predetermined value X, the ECU 15 shifts the step to step S420.
- step S320 the ECU 15 determines whether the exhaust pressure P2 is greater than a predetermined value Y. As a result, when it is determined that the exhaust pressure P2 is greater than the predetermined value Y, the ECU 15 shifts the step to step S330. On the other hand, when it is determined that the exhaust pressure P2 is not greater than the predetermined value Y, the ECU 15 shifts the step to step S630.
- step S330 the ECU 15 selects the effective passage cross-sectional area map M4, ends the effective passage end area map selection processing A, and moves the step to step S170.
- step S170 to step S180 the ECU 15 performs the same control as that described above.
- step S420 the ECU 15 determines whether or not the exhaust pressure P2 is greater than a predetermined value Y. As a result, when it is determined that the exhaust pressure P2 is greater than the predetermined value Y, the ECU 15 shifts the step to step S430. On the other hand, when it is determined that the exhaust pressure P2 is not greater than the predetermined value Y, the ECU 15 shifts the step to step S530.
- step S430 the ECU 15 selects the effective passage sectional area map M2, ends the effective passage end area map selection processing A, and shifts the step to step S170.
- step S530 the ECU 15 selects the effective passage sectional area map M1, ends the effective passage end area map selection processing A, and shifts the step to step S170.
- step S630 the ECU 15 selects the effective passage sectional area map M3, ends the effective passage end area map selection processing A, and proceeds to step S170.
- the engine 1 takes into account the influence of the pressure ratio of the intake pressure P1 to the exhaust pressure P2, and from among the plurality of effective passage sectional area maps M1, M2,.
- An area map Mx is selected.
- the present invention can be used for an engine that recirculates a part of exhaust gas to intake air.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Analytical Chemistry (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Exhaust-Gas Circulating Devices (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
その結果、実吸排気圧力比π1が所定値π0よりも小さい(π0未満)と判定した場合、ECU15はステップをステップS150に移行させる。
一方、実吸排気圧力比π1が所定値π0よりも小さくない(π0以上)と判定した場合、ECU15はステップをステップS250に移行させる。
その結果、吸排気圧力比πが所定値Xよりも大きいと判定した場合、ECU15はステップをステップS320に移行させる。
一方、吸排気圧力比πが所定値Xよりも大きくないと判定した場合、ECU15はステップをステップS420に移行させる。
その結果、排気圧P2が所定値Yよりも大きいと判定した場合、ECU15はステップをステップS330に移行させる。
一方、排気圧P2が所定値Yよりも大きくないと判定した場合、ECU15はステップをステップS630に移行させる。
その結果、排気圧P2が所定値Yよりも大きいと判定した場合、ECU15はステップをステップS430に移行させる。
一方、排気圧P2が所定値Yよりも大きくないと判定した場合、ECU15はステップをステップS530に移行させる。
8 EGR装置
N 回転数
F 噴射量
P1 吸気圧P1
P2 排気圧P2
π0 所定値π0
π1 実吸排気圧力比
π2 推定吸排気圧力比
Megr EGRガス重量
Claims (3)
- 排気の一部をEGRガスとして吸気に還流させるEGR装置を備えるエンジンであって、
検出した排気圧P2と検出した吸気圧P1とから排気圧に対する吸気圧の実吸排気圧力比を算出し、
エンジン回転数と燃料噴射量とから排気圧に対する吸気圧の推定吸排気圧力比を算出し、
実吸排気圧力比が所定値未満の場合、実吸排気圧力比に基づいてEGRガス重量が算出され、実吸排気圧力比が所定値以上の場合、推定吸排気圧力比に基づいてEGRガス重量が算出されるエンジン。 - EGRガスの流量を制限するEGR弁の開度と、前記排気圧と前記吸気圧との差圧と、からEGR装置の有効通路面積を算出する有効通路断面積マップを複数備え、
前記エンジン回転数と前記燃料噴射量とに基づいて選択された有効通路断面積マップからEGRガス重量が算出される請求項1に記載のエンジン。 - EGRガス重量を制限するEGR弁の開度と、排気圧と吸気圧との差圧と、からEGR装置の有効通路面積を算出する有効通路断面積マップを複数備え、
実吸排気圧力比が所定値未満の場合、実吸排気圧力比と排気圧とに基づいて選択された有効通路断面積マップからEGRガス重量が算出され、
吸排気圧力比が所定値以上の場合、推定吸排気圧力比と排気圧とに基づいて選択された有効通路断面積マップからEGRガス重量が算出される請求項1に記載のエンジン。
Priority Applications (4)
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US15/027,847 US9759144B2 (en) | 2013-10-09 | 2014-10-03 | Engine |
EP14852658.5A EP3067546A4 (en) | 2013-10-09 | 2014-10-03 | Engine |
KR1020167011768A KR101998932B1 (ko) | 2013-10-09 | 2014-10-03 | 엔진 |
CN201480055808.8A CN105612338B (zh) | 2013-10-09 | 2014-10-03 | 发动机 |
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JP2013212237A JP6092070B2 (ja) | 2013-10-09 | 2013-10-09 | エンジン |
JP2013-212237 | 2013-10-09 |
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US (1) | US9759144B2 (ja) |
EP (1) | EP3067546A4 (ja) |
JP (1) | JP6092070B2 (ja) |
KR (1) | KR101998932B1 (ja) |
CN (1) | CN105612338B (ja) |
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JP6424154B2 (ja) * | 2015-12-15 | 2018-11-14 | ヤンマー株式会社 | エンジン |
CN112682190A (zh) * | 2020-12-25 | 2021-04-20 | 潍柴动力股份有限公司 | Egr阀开度的控制方法、装置及设备 |
CN113606049B (zh) * | 2021-08-25 | 2024-01-26 | 东风商用车有限公司 | 一种egr阀流量计算方法、装置、设备及可读存储介质 |
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JPH06336957A (ja) * | 1993-05-31 | 1994-12-06 | Nissan Motor Co Ltd | ディーゼルエンジンのegr制御装置 |
JPH10141150A (ja) * | 1996-11-13 | 1998-05-26 | Nissan Motor Co Ltd | エンジンの排気還流制御装置の故障診断装置 |
JP2006329167A (ja) * | 2005-05-30 | 2006-12-07 | Toyota Motor Corp | 内燃機関の制御装置 |
JP2011043150A (ja) * | 2009-08-24 | 2011-03-03 | Daihatsu Motor Co Ltd | 制御装置 |
JP2012031740A (ja) | 2010-07-28 | 2012-02-16 | Yanmar Co Ltd | エンジン装置の排気ガス再循環システム |
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US6164270A (en) * | 1999-08-09 | 2000-12-26 | Ford Global Technologies, Inc. | Exhaust gas recirculation fault detection system |
JP5270008B2 (ja) * | 2009-12-18 | 2013-08-21 | 本田技研工業株式会社 | 内燃機関の制御装置 |
DE102011006756B4 (de) * | 2011-04-05 | 2021-06-10 | Robert Bosch Gmbh | Antriebssystem für ein Kraftfahrzeug |
JP5929015B2 (ja) * | 2011-06-06 | 2016-06-01 | 日産自動車株式会社 | 内燃機関の排気還流装置 |
JP5752517B2 (ja) * | 2011-08-03 | 2015-07-22 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
KR101338446B1 (ko) * | 2011-12-01 | 2013-12-10 | 기아자동차주식회사 | 배기가스 처리방법 |
-
2013
- 2013-10-09 JP JP2013212237A patent/JP6092070B2/ja active Active
-
2014
- 2014-10-03 EP EP14852658.5A patent/EP3067546A4/en not_active Withdrawn
- 2014-10-03 CN CN201480055808.8A patent/CN105612338B/zh not_active Expired - Fee Related
- 2014-10-03 WO PCT/JP2014/076503 patent/WO2015053172A1/ja active Application Filing
- 2014-10-03 KR KR1020167011768A patent/KR101998932B1/ko active IP Right Grant
- 2014-10-03 US US15/027,847 patent/US9759144B2/en not_active Expired - Fee Related
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JPH06336957A (ja) * | 1993-05-31 | 1994-12-06 | Nissan Motor Co Ltd | ディーゼルエンジンのegr制御装置 |
JPH10141150A (ja) * | 1996-11-13 | 1998-05-26 | Nissan Motor Co Ltd | エンジンの排気還流制御装置の故障診断装置 |
JP2006329167A (ja) * | 2005-05-30 | 2006-12-07 | Toyota Motor Corp | 内燃機関の制御装置 |
JP2011043150A (ja) * | 2009-08-24 | 2011-03-03 | Daihatsu Motor Co Ltd | 制御装置 |
JP2012031740A (ja) | 2010-07-28 | 2012-02-16 | Yanmar Co Ltd | エンジン装置の排気ガス再循環システム |
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KR20160067922A (ko) | 2016-06-14 |
EP3067546A1 (en) | 2016-09-14 |
JP6092070B2 (ja) | 2017-03-08 |
EP3067546A4 (en) | 2017-05-24 |
US9759144B2 (en) | 2017-09-12 |
CN105612338B (zh) | 2018-11-30 |
KR101998932B1 (ko) | 2019-07-10 |
JP2015075043A (ja) | 2015-04-20 |
CN105612338A (zh) | 2016-05-25 |
US20160245201A1 (en) | 2016-08-25 |
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